Engineer&#39;s valve.



No. 784,417. PATENTED MAR. 7, 1905 A. D. MOWHORTER.

ENGINEEBS VALVE.

APPLICATION FILED JUNE 10. 1904.

3 SHEETS-SHEET l.

Q HIOAHSSM Wu A Af/omeys PATENTED MAR. '7, 1905.

A. D. MGWHORTER.

ENGINEERS VALVE.

APPLICATION FILED JUNE 10. 1004.

3 SHEETS-SHEET 2.

[NVENTOR Z. 49.

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No. 784,417. PATENTED MAR. 7, 1905. A. D. MOWHORTER.

ENGINEERS' VALVE.

APPLICATION FILED JUNE 10. 1904.

3 SHEETS-SHEET 8.

RESBRVOIRI BRHKE SUPPLEMEHTRL RTMASPHERE CYCLINDER RE3ERVOIR UNITED STATES Patented March 7, 1905.

PATENT FFICE.

ENGINEERS VALVE.

SPECIFICATION forming part of Lette- Patent No. 784,417, dated March '7, 1905.

Application filed June 10, 1904. $erial No. 212,038.

To (LIZ whom it may concern:

Be it known that I, ALFRED DAYLE Mo- VHORTER, a citizen of the United States,

residing at Atlanta, in the county of Fulton and State of Georgia, have invented certain new and useful Improvements in Engineers Valves; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to engineers brakevalves for use on rapid-transit vehicles, and more particularly to such valves to be used on straight a1r; and the ob ects of the invention are to so construct the valve and position the ports therein that when the brakes are released a portion of the exhaust-air from the brake-cylinder may be stored in a supplemental reservoir for use in other connections than in braking before connection is made with the atmosphere and to enable this to be done during a single continuous swing of the operating-handle.

Other objects of the invention are to improve the construction of such devices and increase their efficiency of operation with simplicity of parts and cheapness of manu facture and to afl'ord provision for ready ad-.

justability into different positions as desired.

Further objects of the invention will hereinafter appear; and to these ends the same consists of an engineers valve for carrying out the above objects embodying the features of construction, combinations of elements, and arrangement of parts having the general mode of operation substantially as hereinafter fully described and claimed in this specification and shown in the accompanying drawings.

\Vhile the essential and characteristic features of the invention are susceptible of modification,still the preferred embodiments thereof are illustrated in the drawings hereto attached, in which Figure 1 is a vertical sectional view through a rotary form of the valve and its casing, showing all ports except the exhaust to the atmosphere, and with the valve in position for applying brakes; Fig. 2, a plan view on line 2 2 of Fig. 1 looking down; Fig. 3, a plan view on line 3 3 ofFig. 1 looking down; Figs. 4, 5, and 6, diagrammatic views showing the relative position of the ports when setting the brakes and exhausting to a supplemental reservoir and to the atmosphere. Fig. 7 is a longitudinal sectionalview of the invention as applied to a slide-valve, the valve being shown in lap position; and Figs. 8, 9, and 10 are views of the slide-valve to a reduced scale, showing the valve in position for applyingbrakes, exhausting to supplemental reservoir, and exhausting to the atmosphere.

Referring to the drawings of the rotary valve and more particularly to Fig. 1, it is seen that the device consists preferably, of a valve-casing formed of three parts A, B, and C, securely fastened together by any suitable means, as bolts (4, Figs. 2 to 6, and having a valve formed, preferably, of two parts I) and E. suitably fastened together, as by a pintle a, situated therein, which may be operated by any suitable means, as a handle 1). Var ous ports, to be hereinafter described, are so situated in the valve and its casing that when the brakes are released a supplemental reservoir will be first filled by the exhaust from the brake-cylinder before the connection to the atmosphere is reached, thus storing up air for use as may be desired on the whistle, sander, or other mechanism other than the brakes, and this by a single continuous swing of the operating-handle.

The preferred relative position of the four ports in part B of the casing are shown more particularly in Fig. 2, 0 being a supply-port from the main reservoir, (Z a port leading to the train-pipe and brake-cylinder, preferably arranged with a branch (Z in the valve-casing, (2 a port leading to a supplemental reservoir, and f a port leading to the atmosphere. In the part E of the valve is situated a long port Figs. L t0 6, and in the part D of the valve a port l1, F 1 and 4:. The preferred relative position of the ports and 7: is shown most clearly by Fig. A. The ports 0, (I, a, and f are continued down through the part C of the casing and are then screw-threaded or provided with other suitable means for at taching pipe-lines or other means for connecting up the main and supplemental reser- .the atmosphere, and the brakes are off.

voir and brake-cylinder. (Not shown.) The word check in the lower portion of the port 6, Fig. 1, indicates a check-valve opening toward the supplemental reservoir situated in any convenient portion in the pipeline, preferably at a point near the engineers valve. By means of this check-valve air from the supplemental reservoir is kept from escaping to the atmosphere when the long port g is in position shown in Fig. 6.

The operation of the valve to accomplish the results as above described is as follows: Assuming. that the brakes are on with full pressure from the main reservoir, Figs. 1 and 4, to release them the handle 6 is turned so as to connect ports (Z and e by means of port 9, Fig. 5, rotating port It in the direction of the feathered arrow. This allows the exhaust to fiow from the brake-cylinder into the supplemental reservoir, and the size of port 0 is such that although the handle is turned steadily there is time for the pressure to be practically equalized throughout the pipelines leading from the brake-cylinder and from the supplemental reservoir, filling the latter to a somewhat less pressure than the main reservoir. By this movement of the valve-handle port (Z finally connects with port f by means of port g, Fig. 6, and the remaining air in the brake-cylinder and its pipe-line and from the supplemental-reservoir pipeline as far as its check-valve is exhausted to To apply the brakes, the handle & is turned in the direction of the plain arrow, Fig. 4, and port g is passed over port 6 until in position to connect port it with port (Z, when the main reservoir is discharged into the brake-cylinder through the port 0 and space 0' and port (Z, making full application of the brakes. It is thus seen that the process of applying the brakes is merely the reverse of releasing the same, each being accomplished by a single continuous swing of the handle-b.

Referring now to Figs. 7 to 10, the sam principle is shown as applied to a slide-valve (shown mounted on any suitable supportingplate, as C) forming a portion of the valvecasing having the pipe-lines 0, 1 and 2 leading therefrom to the brake-cylinder, supplemental reservoir, and atmosphere, respectively. On this baseplate is suitably mounted a cover or casing A, into which leads a pipeline 20 from the main reservoir. The valve proper is designated by E and is connected by a rod i through a suitable stuffing-box j in the casing A to an operating-handle 7) or other suitable operating mechanism, which may be mounted on the supporting-plate C or at any other convenient point, as may be desired. The rod t' has preferably a pivotal connection I; with the handle Z). In the valve In the casing A is a pipe connection or port 0 for the -main-reservoir pipe-line, and in the supporting-plate C are ports d", e, and f, into which the pipe-lines a 3 and .2, respectively, lead. In the line 1/ there is a check-valve opening toward the supplemental reservoir, as indicated by the word check, adapted to prevent air escaping from the supplemental reservoir on the release-stroke.

The operation is easily understood by referring to Figs. 8 to 10. In Fig. 8 the brakes are on with full pressure. On moving the valve to the left pipe-lines w and y are brought into communication and the exhaust from the released brakes is passed into the supplemental reservoir, and on further movement to the left port a is closed and pipe-line .2- brought into communication with the exhaust from the brake-cylinder through pipe-line a, and thus the remaining air is exhausted to the atmosphere.

Owing to the check-valve in pipe-line y, the valve may now be returned without releasing air from the supplemental reservoir to lap position, Fig. 7, by a movement to the right ready to again-apply the brakes by a further slight movement in the same direction, and it is seen that the processes of applying and releasing the brakes are merely the reverse of each other.

It will be further noted that the principle of the slide-valve is in all respects similar to that of the rotary valve first described.

- While the invention has been described with particular reference to the details of construction, it should be understood that it is not to be limited thereto, as many and various changes, alterations, and substitutions may be made therein and still fall within its scope and principle. 4

Therefore, without limiting myself to the construction shown and described nor enumerating equivalents, 1 claim, and desire to obtain by Letters Patent, the following:

1. A straight-air engineers valve comprising a valve-casing provided with ports leading to a brake-cylinder, to a supplemental reservoir and to the atmosphere, a valve seated in said casing constructed to open communication on the release between said brake-cylinder port and 'eachof said other ports when said valve is actuated, and means for actuating said valve, substantially as described.

2. A straight-air engineers valve comprising a valve-casing provided with ports leading to a brake-cylinder, to a supplemental reservoir and to the atmosphere, a valve seated in said casing constructed to open communication on the release between said brake-cylinder and supplemental-reservoir ports during initial actuation, and between said brake-cylinder and. atmosphere ports upon continued actuation, and means for actuating said valve, substantially as described.

3. A straight-air engineers valve compris ingavalve-casing provided with ports leading l main and a supplemental reservoir, a movto a brake-cylinder, to the atmosphere, and to a main and a supplemental reservoir, a valve seated in said casing and constructed to open communication between said main-reservoir and brake-cylinder ports upon actuation in one direction and between said brake-cylinder and each of said supplemental-reservoir and atmosphere ports upon actuation in an opposite direction, and means for actuating said valve, substantially as described.

4. A straight-air engineers valve comprising a val ve-casing' provided with ports leading to a brake-cylinder, to the atmosphere, and to a main and a supplemental reservoir, a valve seated in said casing constructed to open communication between said main-reservoir and brake-cylinder ports upon actuation in one direction and between said brake-cylinder and supplemen tal-reservoir ports d uring initial actuation, and between said brake-cylinder and atmosphere ports upon continued actuation in an opposite direction, and-means for actuating said valve, substantially as described.

5. A straight-air engineers valve comprising a valve-casing provided with ports leading to a brake-cylinder, to the atmosphere, and to a main and a supplemental reservoir, a valve seated in said casing constructed to open communication between said main-reservoir and brake-cylinder ports upon actuation in one direction, and between said brake-cylinder and supplemental-reservoir ports during initial actuation and between said brake-cylinder and atmosphere ports upon continued actuation in an opposite direction, and hand operated means for actuating said valve, substantially as described.

6. A straight-air engineers valve comprising a valvecasingprovided with ports leading to a brake-cylin :ler, and to a main and a supplemental reservoir, a movable valve seated in said casing provided with a port constructed to open communication between said brakecylinder and main-reservoir ports to apply the brakes and also provided with a second port constructed to open communication between said brake-cylinder and supplemental-reservoir ports when the brakes are released, and means to actuate said valve, substantially as described.

7. Astraight-air engineeers valve comprising a valve-casing provided with ports leading to a brake-cylinder, to the atmosphere, to a able valve seated in said casing provided with a port constructed to open communication between said brake-cylinder and main-reservoir ports to apply the brakes and also provided with a second port constructed to open communication successively between said brakecylinder and supplemental-reservoir and atmosphere ports when the brakes are released, and means to actuate said valve, substantially as described.

8. A straight-air engineers valve comprising a valve-casing provided with ports at opposite sides thereof leading to a main reservoir and to a brake-cylinder, and further provided with ports leading to the atmosphere and to a supplemental reservoir adjacent said brake-cylinder port, a valve seated in said casing provided with two independent ports, one constructed to open communication between said brake-cylinder and main-reservoir ports and the other constructed to successively open communication between said brake-cylinder ports and each of said remaining ports, and means to operate said valve, substantially as described.

9. A straight-air engineers valve compris ing' a valve-casing provided with ports leading; to a brake-cylinder, to the atmosphere, and to a supplemental reservoir, a valve seated in said casing constructed to open communication on the release between said brake-cylinder port and each o't'said other ports when said valve is actuated, a check-valve adjacent said supplementalreservoir port closed toward said reservoir, and means for actuating said valve, substantially as described.

10. A straight-air engineers valve compris- 

